Carburetor attachment



Jan. 3, 1928. 1,654,584

W. R. EBERLY CARBURETOR ATTACHMENT Filed March 27. 1926 HE. Z.

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Patented Jan. 3, 1928.

Nirsn Sra y.vvILLAnn n.l EBERLY. or sr. PAUL, .ivrrNNnsofrfn GARBURETOR ATTACHMENT.

Application filed March 27, 1926. Serial No. 97,992.

My invention relates to a carburetor vattachment foil internal combust-ion engines and the object is to provide a simple, efficient and inexpensive meansv readily attached to a carburetor and operating in conjunction with the latter to provide automatically the best possible mixture of air and fuel for the combustion chamber of the engine.

in the accompanying drawing:

Figzl is a longitudinal sectional eleva tion of my device attached to a carburetor of an engine.

Fig. 2 is a top view of my device, a por tion of the carburetor, and omitting the air chamber 12 of Fig. 1.

Fig. 3 is an end view of my device showing the flange for connecting it to a carburetor.

'mcrals, 5 designates a carburetor of an internal combustion engine, 6 is the intake manifold conducting the fuel mixture to the engine. Fuel such as gasoline, kerosene or distillate is admitted in any suitable manner not shown) intothe bowl of the carburetor and maintained at a certain level by any suitable device. 5a is the usual air passage in the upper part of the carburetor and through which air is drawn through manifold 6 to the compression chambers of the engine by the suction of the intake strokes of the pistons. 7 is a pipe, of any suitable material, for conducting heated or liltered air to the carburetor and usually connected device comprises a stationary pipe 8 'flanged as 8a (Fig. to be secured to the flanged air intake end 5b of the larburetorr, thus aligning the tubes S and 5a. The interior of tube Scomprises preferably two spiral passage ways formed by a twisted di ametral web 8W and extending radially from a central core 10. This spiral fuil vlength of the tube but preferably ends in spaced relation to the free end of the tube. ln said latter end the tube is provided with a number of intake holes 11. 19. isa housing inclosing the latter end of the tube 8 and has an intake 11a to which is connected the tube 7. 18 is a cap slidable on and normally closing the end of tube 8.v The open end of the cap may be flanged as at 1321 for engagement by one end of an expanding coil spring 14 about tube 8 and the other end of'said spring engaged by the inner end of a threaded and flanged nut 15 slidabie on tube 8 and its threads may extend the v'teferring to the'drawing` by reference nuengagi-ngin a threaded aperture 12*.of the housing 12, said aperture being in the side of the housing nearestthe carburetor. Adjustment of compression on spring 11i is ac-v 'complished by turning the exposed fiange of nut 15, movement of cap 18 being limited by pins 16 fixed in tube S and extending ra-v dially therefrom through slots 135- in the cap. 17 are intake apertures in cap 13 each located so that when the cap is in its rear position will partly overlap the apertures 11 in tube 8 and admit a small amount of air as at 18 in Fig. 2. When the engine is running the partial vacuum or so-called suc-k tion through pipe 8, pipe 5a and manifold 6 will cause cap 13 to slide toward the car# burctor and the apertures 11--13s will come more and more into alignment and thus en'- large the air intake openings 18 and admitting air in quantities as needed according to the speed of the engine. rlhe air will of course be drawn directly into the spiral pas-, sages of tube 8 `and when reaching the carburetor will have a strong rotary or spinning motion and mix very thoroughly with the gas vapor in the mixing chamber of the carburetor and also during the continued' movement of the mixture up through the manifold to the engine.

It will be readily understood that the whirling currents of air in the carburetor causes a thorough mixing of the fuel vapor and air,A breaking up the fuel particles and creating a practically perfect gas mixture that is drawn into the combustion chambers of an engine. The device has proven eco` nomical where gasoline is used as fuel but is particularly useful on engines using keroseno for fuel and where the air is preheated byany of various well known means in usev on tractors or other heavy duty engines.

That I claim is: l

An air intake regulating device for a carburetor with an air intake, said device com'- prising a tubular member having spiral passages, one end of said tube detachably securable to said carlniretor intake, said tube having air inlet ports adjacent its free end, means on said latter end for automatically regulating the intake of air and an air chamber about said intake end of the tubular element, said air intake regulating means comprising a cap slidable on the free end portion of the tube and having a closed end adjacent the end of the tube, said cap having ports yiocated to register longitudinally with (IW Inni tbe ports in the tube, u screw threaded nut to provide graduated an" intake t0 tbe tube eldabe on the tube and engagngthleads according to the position of the cap, and in said un' Chamber, a Compression Coil means limiting the movement of said Cep in 10 spring about Said tube, Within said chamber, @direction toward the free end of the tube. and normally unctel1 Compression between In testimony whereof Iux my signature.

said nut and the adjacent end of the cup, said air ports in the cap and tube arranged 'ILLARD R. EBERLY. 

